CHAPTER 11
Engine Failure Power craft
Where a vessel is propelled by a single power unit, that unit must be rigorously maintained, especially its fuel supply and electrical requirements. Despite all precautions, however, things can still go wrong. When they do, the seamanlike reaction is not immediately to call for assistance, unless either the boat or her crew are in immediate serious danger. A few miles out to sea on a calm day, for example, the crew should be trying to sort out their own problems, not troubling the SAR people. Even if the boat were close up-tide of a shoal, the first and automatic action in fair weather should be to anchor securely, then consider what has gone wrong. If the anchor will not hold and all efforts to restart the machinery have failed, it would then be prudent to call for help. Clearly, in storm conditions there should be no hesitation about at least a PAN-PAN, nor would the SAR people want you to have any.
Fuel and cooling problems – A surprising number of lifeboat call-outs are to vessels with empty tanks which, bluntly, is an abuse of the rescue services. Fuel supplies must be actively managed and emergency supplies carried, although these will be of little value if nobody on board knows how to bleed a diesel system. This process is described in general terms on (page 33), but the on-board engineer must have checked up on the whereabouts of all taps and bleed points, and be sure that the relevant tools are to hand. The same knowledge will be required if the fuel filters clog. It is not enough to carry spare units or to understand in theory how to clean them. The process must at least have had a dry run. The other common cause of engine failure during operation is overheating, usually resulting from a blockage in the sea water circulation. As with fuel, this is often readily cured, but only by those with the necessary spares on board and the ability to use them. The methodology for engine trouble-shooting is on pages 31-32.
Sailing craft engine failure
Unless it is absolutely calm and the boat is in dire danger of stranding without the option to anchor, it is hard to imagine the circumstances in which a sailing boat can be in distress through engine failure. She has ground tackle and a suit of sails which are, after all, her main source of propulsion. Yet almost one out of five UK lifeboat call-outs are to sailing yachts that have suffered machinery failure of some sort. The indications are that in the USA things are even worse.
Typical engine spares: Oil for engine and gearbox Oil filter
Fuel filter elements
Air intake filter, if appropriate Crankcase breather element, if fitted Drive belts
Impeller & gasket for water pump Water pump face plate screws Thermostat Antifreeze
Engine anodes
Gasket materials and sealant PTFE tape Grease
It is worth bearing in mind that until World War II most yachts did not have engines at all and many of them then were far more unwieldy than today’s comparatively athletic craft. Even if you don’t fancy sailing the boat into a marina berth when power is lost, it is usually possible to change your destination to sail into a safe anchorage. From there, all sorts of options may be available, including easy access to the shore and an engineer via no more hi-tech means than the yacht’s dinghy.
MANUAL OF SEAMANSHIP | 117
Emergencies
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